EP4335670B1 - Verfahren zur steuerung eines stroms aus einer druckluftquelle - Google Patents

Verfahren zur steuerung eines stroms aus einer druckluftquelle

Info

Publication number
EP4335670B1
EP4335670B1 EP22194356.6A EP22194356A EP4335670B1 EP 4335670 B1 EP4335670 B1 EP 4335670B1 EP 22194356 A EP22194356 A EP 22194356A EP 4335670 B1 EP4335670 B1 EP 4335670B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
air
pressurized air
source
vehicle condition
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP22194356.6A
Other languages
English (en)
French (fr)
Other versions
EP4335670A1 (de
Inventor
Chidambaram Subramanian
Drew E Perkins
Jared LANDAU
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volvo Truck Corp
Original Assignee
Volvo Truck Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volvo Truck Corp filed Critical Volvo Truck Corp
Priority to EP22194356.6A priority Critical patent/EP4335670B1/de
Priority to US18/240,023 priority patent/US12447790B2/en
Publication of EP4335670A1 publication Critical patent/EP4335670A1/de
Application granted granted Critical
Publication of EP4335670B1 publication Critical patent/EP4335670B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0155—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit pneumatic unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/016—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by their responsiveness, when the vehicle is travelling, to specific motion, a specific condition, or driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/018—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the use of a specific signal treatment or control method
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/02—Spring characteristics, e.g. mechanical springs and mechanical adjusting means
    • B60G17/04—Spring characteristics, e.g. mechanical springs and mechanical adjusting means fluid spring characteristics
    • B60G17/052—Pneumatic spring characteristics
    • B60G17/0523—Regulating distributors or valves for pneumatic springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/15—Fluid spring
    • B60G2202/152—Pneumatic spring
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/02—Trucks; Load vehicles
    • B60G2300/026—Heavy duty trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/14—Buses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0511—Roll angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0512—Pitch angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/051—Angle
    • B60G2400/0513—Yaw angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0521—Roll rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0522—Pitch rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/05—Attitude
    • B60G2400/052—Angular rate
    • B60G2400/0523—Yaw rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/204—Vehicle speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/30—Propulsion unit conditions
    • B60G2400/302—Selected gear ratio; Transmission function
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/30—Propulsion unit conditions
    • B60G2400/33—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/30—Propulsion unit conditions
    • B60G2400/39—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/40—Steering conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/60—Load
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/80—Exterior conditions
    • B60G2400/82—Ground surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/02—Supply or exhaust flow rates; Pump operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/02—Retarders, delaying means, dead zones, threshold values, cut-off frequency, timer interruption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/07—Inhibiting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1876—Artificial intelligence
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B60G2600/187—Digital Controller Details and Signal Treatment
    • B60G2600/1878—Neural Networks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2800/00—Indexing codes relating to the type of movement or to the condition of the vehicle and to the end result to be achieved by the control action
    • B60G2800/90—System Controller type
    • B60G2800/91—Suspension Control
    • B60G2800/914—Height Control System

Definitions

  • the invention relates to a method for controlling a flow from a source of pressurized air to an air bag.
  • the invention further relates to a control unit, a pneumatic suspension arrangement, a vehicle, a computer program and a computer program medium.
  • the invention can be applied in heavy-duty vehicles, such as trucks, buses and construction equipment.
  • the invention can also be applied in any other suitable vehicle such as a car.
  • a prior art pneumatic suspension arrangement 1 of a vehicle is illustrated in Fig. 1 .
  • a levelling pneumatic flow control valve 2 provides a closed circuit mechanism for maintaining a ride height of the vehicle. As the ride height falls below a required ride height, the levelling pneumatic flow control valve 2 opens an air flow between a source of pressurized air 3 and an air bag 4, and thereby increasing the pressure in the air bag 4 to increase the ride height. Similarly, if the ride height is more than the required ride height, the levelling pneumatic flow control valve 2 shuts the path from the source of pressurized air 3 to the air bag 4 and opens a flow between the air bag 4 to the atmosphere via an exhaust port 5.
  • Ride height may be obtained by the use of a control lever 6 and a push rod 7 connected to an axle 8 of a wheel 9.
  • the push rod 7 will move the control lever 6 when the ride height changes with respect to the axle 8 which thereby controls flow of pressurized air to the air bag 4.
  • This manner of controlling the flow of pressurized air leads to an excessive air consumption as most types of driving operations will consume pressurized air, e.g., braking, accelerating, driving on a rough profile road, lane changes due to a lateral load shift.
  • pressurized air e.g., braking, accelerating, driving on a rough profile road, lane changes due to a lateral load shift.
  • pressurized air needs to be generated by a fuel-driven compressor, excessive fuel consumption follows.
  • a specialized control unit which monitors a braking pressure, and which specialized control unit is arranged to block pressurized air to and from the air bag 4 when the braking pressure is greater than a threshold.
  • pressurized air may be blocked in conditions when the pressurized air should be allowed to flow, which over time leads to an inefficient use of pressurized air and thereby inefficient use of fuel.
  • US7267331B2 discusses a method for determining appropriate conditions for levelling a vehicle having a height adjustable air suspension system by providing an acceleration-determining device adapted to output a signal associated with an acceleration of the vehicle, and by measuring an acceleration value of the vehicle and comparing the acceleration value to a pre-determined signal. Determining whether appropriate conditions exist for leveling the vehicle is further performed based on the comparison.
  • US20190126712A1 discuses a method for triggering an alert when air consumption is excessive.
  • CN112590484A discusses an electronically controlled air suspension vehicle height adjustment method based on a model predictive control.
  • a model predictive controller optimizes control inputs for air mass flow required by an air suspension of a vehicle. The optimized air mass flow is converted into a switching signal for charging and discharging a solenoid valve, enabling the vehicle height adjustment.
  • An adaptive event trigger mechanism is designed to reduce a calculation amount of the control algorithm while ensuring real-time control. The trigger mechanism determines whether to update the model predictive controller based on a difference between a real-time vehicle height and a target height.
  • An object of the invention is to improve efficiency of controlling a use of pressurized air in a pneumatic suspension arrangement.
  • the above object is achieved by a method according to claim 1.
  • a method for controlling a flow from a source of pressurized air to an air bag of a pneumatic suspension arrangement in a vehicle comprises obtaining a set of vehicle condition signals comprising at least two vehicle condition signals. Each vehicle condition signal is indicative of an individual current condition associated with said vehicle.
  • the method further comprises, on the basis of said set of vehicle condition signals, determining whether or not there is a need to supply the air bag with air from the source of pressurized air.
  • the method further comprises, in response to determining that there is not a need to supply the air bag with air from the source of pressurized air, preventing pressurized air to be fed from said source of pressurized air to said air bag.
  • the pressurized air is prevented to be fed from said source of pressurized air to said air bag, a reduced consumption of pressurized air is achieved.
  • the determination of when to prevent the pressurized air to flow is based on said set of vehicle condition signals, vehicle conditions which results in negligible adjustments to ride height of the vehicle is ignored. This ensures that small consumption of air is prevented which over time leads to significant savings.
  • the set of vehicle condition signals comprises at least two vehicle condition signals indicative of respective individual conditions, a high accuracy of the determination of whether or not there is a need to supply the air bag with air from the source of pressurized air is ensured. As a high accuracy is achieved, preventing the pressurized air will be performed accurately and thereby improve the use of pressurized air. As air consumption is reduced, it follows that fuel consumption is also reduced as less fuel or energy is needed to generate the pressurized air through an air-compressor.
  • the method comprises combining at least two vehicle condition signals in said set of vehicle condition signals to a joint condition signal and comparing said joint condition signal to a joint condition threshold value to determine whether or not there is a need to supply the air bag with air from the source of pressurized air.
  • the method comprises the following for each vehicle condition signal of at least two vehicle condition signals in said set of vehicle condition signals:
  • a flow from the source of pressurized air to the air bag is controlled by a pneumatic flow control valve, wherein the pneumatic flow control valve comprises a pilot port which when pressurized is arranged to block a flow from the source of pressurized air to the air bag, and wherein preventing the pressurized air to be fed from said source of pressurized air to said air bag comprises pressurizing the pilot port.
  • pressuring the pilot port is a quick control mechanism which enables the use of preventing pressurized air to be fed from said source of pressurized air to said air bag without the need of expensive and/or high precision controlling equipment.
  • the pneumatic suspension arrangement comprises a solenoid control valve attached with the source of pressurized air and the pilot port.
  • preventing the pressurized air to be fed from said source of pressurized air to said air bag comprises controlling the solenoid control valve to pressurize the pilot port.
  • determining whether or not there is a need to supply the air bag with air from the source of pressurized air comprises using a predetermined vehicle dynamics model to predict an air consumption based on the set of vehicle condition signals.
  • preventing the pressurized air to be fed from said source of pressurized air to said air bag is performed when the predicted air consumption exceeds a threshold.
  • the set of vehicle condition signals can be used with the predetermined vehicle dynamics model to predict an air consumption.
  • the pressurized air may be controlled on the basis of the prediction. As air consumption is reduced, it follows that fuel and/or energy consumption is also reduced as less fuel and/or energy is needed to generate the pressurized air through an air-compressor.
  • determining whether or not there is a need to supply the air bag with air from the source of pressurized air comprises using a trained machine learning model with the set of vehicle condition signals as input.
  • the trained machine learning model is able to more accurately determine whether there is a need to supply the air bag with air from the source of pressurized air.
  • the trained machine learning model has been trained on simulated and/or real vehicle condition signals such that it statistically can map the set of vehicle condition signals to whether or not there is a need to supply the air bag with air from the source of pressurized air with respect to a total air consumption over a time period.
  • fuel and/or energy consumption is also reduced as less fuel and/or energy is needed to generate the pressurized air through an air-compressor.
  • the trained machine learning model is a reinforcement machine learning model arranged to determine whether or not there is a need to supply the air bag with air from the source of pressurized air by predicting an air consumption for a time period when preventing and when not preventing the pressurized air to be fed from said source of pressurized air to said air bag.
  • the trained machine learning model can predict how a prevention of pressurized air will affect an air consumption over a time period. In this way, determining whether there is a need to supply the air bag with air from the source of pressurized air can be performed with higher accuracy by using said prediction.
  • the set of vehicle condition signals comprises any one or more out of:
  • a vehicle comprising a pneumatic suspension arrangement for a vehicle.
  • the pneumatic suspension arrangement comprises a control unit configured to perform the method according to the first aspect.
  • the control unit may be an Electronic Control Unit.
  • the suspension arrangement comprises a source of pressurized air arranged to supply pressurized air to an air bag.
  • the pneumatic suspension arrangement comprises a pneumatic flow control valve arranged to control a flow from the source of the pressurized air to the air bag, and wherein the pneumatic flow control valve comprises a pilot port which when pressurized is arranged to block a flow from the source or pressurized air to the air bag.
  • Fig. 2 illustrates a schematic overview of a vehicle 10. Although illustrated as a truck in Fig. 2 , embodiments herein are applicable to any suitable vehicle e.g., any of a car, a truck, a bus, etc.
  • the vehicle 10 may be manually operated by a user, e.g., a driver.
  • the vehicle 10 may also be operated remotely and/or may be at least partly autonomous.
  • the vehicle 10 comprises a pneumatic suspension arrangement 20.
  • the pneumatic suspension arrangement 20 may be for any suitable axle and/or wheel in the vehicle 10.
  • the pneumatic suspension arrangement 20 is arranged to provide suspension for at least a part of the vehicle 10 and may also adjust a ride height of at least part of the vehicle 10.
  • the vehicle 10 may comprise a set of sensors (not shown).
  • the set of sensors may comprise any one or more suitable sensors, e.g., one or more out of a Light Detection and Ranging (Lidar) sensor, a positioning sensor such as a Global Positioning System (GPS) sensor, Global Navigation Satellite System (GNSS) sensor, a gyroscope, a speedometer, a Radio Detection and Ranging (Radar) sensor, accelerometer in three axis, a roll sensor, a pitch sensor, and a yaw rate sensor.
  • a Light Detection and Ranging Lidar
  • GPS Global Positioning System
  • GNSS Global Navigation Satellite System
  • a gyroscope a speedometer
  • Radar Radio Detection and Ranging
  • the set of sensors may be able to generate and/or trigger one or more vehicle condition signals, e.g., indicative of any one or more out of: a brake pedal position of the vehicle 10, a brake pressure of at least one brake of the vehicle 10, a throttle of an engine of the vehicle 10, a velocity and/or a speed of the vehicle 10, a gear and/or a gear shifting of the vehicle 10, a roll and/or a roll rate of the vehicle 10, a pitch and/or a pitch rate of the vehicle 10, a yaw and/or a yaw rate of the vehicle 10, a steering input of the vehicle 10, a load and/or a weight of the vehicle 10, a position of the vehicle 10, and a road profile of a road travelled by the vehicle 10.
  • vehicle condition signals e.g., indicative of any one or more out of: a brake pedal position of the vehicle 10, a brake pressure of at least one brake of the vehicle 10, a throttle of an engine of the vehicle 10, a velocity and/or a speed of the vehicle 10, a gear
  • Fig. 3 Illustrates an example embodiment of the pneumatic suspension arrangement 20.
  • the following components, and respective location and interaction in the pneumatic suspension arrangement 20 is to be seen as a non-limiting example. Any other suitable components may be used in the pneumatic suspension arrangement 20 in any suitable manner.
  • the pneumatic suspension arrangement 20 comprises an air bag 24.
  • the air bag 24 may also be referred to as an air bellow or a pneumatic spring.
  • the air bag 24 may be arranged to suspend a sprung mass of the vehicle 10.
  • the air bag 24 may further provides stiffness and/or damping, while connecting respective axles of the vehicle 10, i.e. connecting an unsprung mass to the sprung mass.
  • the pneumatic suspension arrangement 20 comprises a pneumatic flow control valve 22.
  • the pneumatic flow control valve 22 may be arranged with one or more configurations.
  • a first configuration allows a flow from a source of pressurized air 23 and the air bag 24.
  • a second configuration prevents a flow from the source of pressurized air 23 to the air bag 24.
  • the first configuration and/or a third configuration may allow a flow from the air bag 24 to an exhaust port 25.
  • the pneumatic flow control valve 22 when there is a need to increase a ride height, the pneumatic flow control valve 22 will supply air from the source of pressurized air 23 to the air bag 24, and when there is a need to decrease the ride height, the pneumatic flow control valve 22 will supply air from the air bag 24 to the exhaust port 25.
  • the pneumatic flow control valve 22 may comprise a control lever 26.
  • the control lever 26 may be connected to a rotary component of the pneumatic flow control valve 22 which is used to switch a flow rate and to control a flow direction from the source of pressurized air 23 to the air bag 24, and/or from the source of pressurized air 23 and/or the air bag 24 to the exhaust port 25.
  • the control lever 26 may also be referred to as a control arm.
  • the control lever 26 may be used to control the configuration of the pneumatic flow control valve 22 based on a position and/or rotation of the control lever 26.
  • the rotation and/or movement of position of the control lever 26 may associated with a mechanism which moves an orifice of the pneumatic flow control valve 22 to different ports, e.g., such that pressurized air is supplied from the source of pressurized air 23 to the air bag 24, that the pressurized air is exhausted from the air bag 24 through the exhaust port 25, or that a flow of air in the pneumatic flow control valve 22 is blocked, i.e. both to the air bag 24 and to the exhaust port 25.
  • control lever 26 When the control lever 26 is rotated clockwise i.e. upwards, a flow may be allowed from the source of pressurized air 23 to the air bag 24, and a flow from the air bag 24 to the exhaust port 25 may be blocked.
  • control lever 26 When the control lever 26 is rotated anti-clockwise, i.e., downwards, a flow may be allowed from the air bag 24 to the exhaust port 25, and a flow from the source of pressurized air 23 to the air bag 24 may be blocked.
  • the control lever 26 may be connected to a push rod 27, which is connected to an axle 28 of a wheel 29.
  • the push rod 27 may move the control lever 26 when a ride height changes with respect to the axle 28 which control lever 26 may then, as described above, control a flow of pressurized air to and/or from the air bag 24.
  • the pneumatic suspension arrangement 20 may comprise a pilot port 30.
  • the pneumatic flow control valve 22 When the pilot port 30 is pressurized, the pneumatic flow control valve 22 is arranged to block a flow from the source of pressurized air 23 to the air bag 24. Pressurizing the pilot port 30 may further block a flow from the air bag 24 to the exhaust port 24. In other words, when the pilot port 30 is pressurized, the flow of air in the pneumatic flow control valve 22 is prevented.
  • a pilot port as used herein means a port for controlling a valve, i.e. the opening and closing of the pneumatic flow control valve 2 by supplying pressure or not to the pilot port.
  • the pneumatic suspension arrangement 20 may comprise a solenoid control valve 31.
  • the solenoid control valve 31 may comprise a supply port, a delivery port and an exhaust port. The flow between the supply port to the exhaust port, or supply port to delivery port is arranged to be switched using a solenoid that is electrically controlled.
  • the solenoid control valve 31 may be attached with the source of pressurized air 23 and the pilot port 30. Preventing pressurized air to be fed from the source of pressurized air 23 to the air bag 24, or in any other direction, may thus be possible by controlling the solenoid control valve 31 to pressurize the pilot port 30.
  • the pneumatic suspension arrangement 20 may be arranged in any suitable part/s of the vehicle 10. While the pneumatic suspension arrangement 20 is exemplified with respect to a single wheel and axle, each wheel and/or axle may comprise a corresponding pneumatic suspension arrangement, wherein each of the respective pneumatic suspension arrangements may be communicatively coupled such that it is possible to obtain measurements or parameters from all of the pneumatic suspension arrangements.
  • Embodiments herein may be performed by a control unit 70.
  • the control unit 70 may be comprised in the vehicle 10, e.g., as part of the pneumatic suspension arrangement 20, but may also be comprised in any other suitable location communicatively connected with the pneumatic suspension arrangement 20 and/or any other corresponding pneumatic suspension arrangement in the vehicle 10.
  • the control unit 70 may be an ECU.
  • the control unit 70 may be connected with the pneumatic flow control valve 22 arranged to be able to prevent the pressurized air to be fed from the source of pressurized air 23 to the air bag 24, or in any other direction. Preventing the pressurized air to be fed from the source of pressurized air 23 to the air bag 24, or in any other direction, may be performed in any suitable manner, e.g.
  • control unit 70 is connected with the solenoid control valve 31.
  • control unit 70 may be able to prevent the pressurized air to be fed from the source of pressurized air 23 to the air bag 24, or in any other direction, by controlling the solenoid control valve 31 using electronic signals, e.g. by digital or analog signalling means.
  • the solenoid control valve 31 may then, based on the control signals, control the pressure of pilot port and thereby also control the flow of air in the pneumatic suspension arrangement 20.
  • Fig. 4 illustrates a method for controlling a flow from the source of pressurized air 23 to the air bag 24 of the pneumatic suspension arrangement 20 in the vehicle 10.
  • the method may e.g. be performed by the control unit 70.
  • the method may comprise one or more of the following actions which actions may be taken in any suitable order. Dashed boxes in Fig. 4 indicates optional actions.
  • the method comprises obtaining a set of vehicle condition signals comprising at least two vehicle condition signals.
  • Each vehicle condition signal may be a respective Controller Area Network (CAN) signal and/or a respective sensor signal, e.g., any one or more out of acceleration, braking, turning, wheel speed, vehicle velocity, lateral velocity, GPS/GNSS signal.
  • Each vehicle condition signal is indicative of an individual current condition associated with said vehicle 10.
  • the vehicle condition signals may be generated by and/or triggered by any suitable sensor(s) comprised in, and/or attached to the vehicle 10.
  • the set of vehicle condition signals comprises any one or more out of:
  • the set of vehicle condition signals may comprise a number of vehicle condition signals which together provides detailed information of a current condition of the vehicle 10.
  • Embodiments herein may relate to controlling the flow of air in the pneumatic suspension arrangement 20 using a wide range of vehicle condition signals.
  • complex vehicle conditions may need to be assessed, e.g., when the vehicle 10 drives in an off-road terrain, and in these scenarios, an increased number of vehicle condition signals improves the information of the current vehicle condition.
  • the set of vehicle condition signals may e.g., comprise at least three vehicle condition signals.
  • the method comprises combining at least two vehicle condition signals in said set of vehicle condition signals to a joint condition signal.
  • the joint condition signal may be for assessing a vehicle condition comprising of at least two parts. This allows for assessment of complex vehicle conditions, i.e. vehicle conditions which are defined by at least two vehicle condition signals jointly, i.e. turning motion and braking pressure assessed in a joint manner.
  • the method comprises: for each vehicle condition signal of at least two vehicle condition signals in said set of vehicle condition signals, comparing said vehicle condition signal to an individual condition signal threshold value.
  • each vehicle condition signal may be compared with a respective threshold value.
  • the set of vehicle condition signals may comprise a vehicle condition signal which indicates a brake pedal sensor input which is compared with a brake pedal threshold, and the set of vehicle condition signals may also comprise a vehicle condition signal which indicates a steering wheel sensor input which is compared with a steering angle threshold.
  • the method comprises, on the basis of said set of vehicle condition signals, determining whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23.
  • the basis for determination is the set of vehicle condition signals, comprising at least two vehicle condition signals, the determination can be made with high accuracy. This is since the determination does not depend on any single sensor input or vehicle condition signal.
  • determining whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23 comprises comparing said joint condition signal of action 402 to a joint condition threshold value.
  • comparing said joint condition signal with the joint condition threshold value may be performed by the use of one or more logical gates, e.g., arranged in the control unit 70. As an example, it may be determined that there is not a need to supply the air bag when said joint condition signal does not exceed said joint condition threshold value. In this way high accuracy of determining whether or not there is a need to supply the air bag with air from the source of pressurized air is achieved.
  • determining whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23 is performed on the basis of the on the basis of the comparisons of each respective vehicle condition signal to the respective individual condition signal threshold value, e.g., as in action 403 above.
  • said comparisons may be performed by the use of the one or more logical gates, e.g., arranged in the control unit 70.
  • the comparisons may determine whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23, based on any suitable heuristics and/or rules which may be predefined.
  • determining whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23 comprises using a predetermined vehicle dynamics model to predict an air consumption based on the set of vehicle condition signals.
  • the predetermined vehicle dynamics model may be a dynamic model that includes a set degree of freedom for vehicle models, suspension models, damper models, and/or tire model.
  • the dynamic model may for example comprise a Pacejka and/or elliptical ring model.
  • a Pacejka model as used herein means a tire model for estimating tire forces using coefficients obtained via test data.
  • the estimated tire forces may be used in a vehicle model for frictional forces generated at a tire of the vehicle 10 which would further make it possible to derive an acceleration at the center of gravity (CoG) of the vehicle 10, e.g., as a sum of all tire's longitudinal friction forces is equal to the mass of the vehicle 10 times the acceleration.
  • the mass of the vehicle 10 may be predefined.
  • lateral forces from Pacejka estimation may be used for lateral acceleration to derive a maneuverability of the vehicle 10.
  • determining whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23 may further use the predetermined vehicle dynamics model to predict a comfort level.
  • the above predicted air consumption may be weighted based on the predicted comfort level. In this way, air consumption may be limited while also considering a comfort of the driver/passengers in the vehicle 10.
  • the comfort level may be based on any suitable comfort input, e.g., based on any one or more out of:
  • the comfort level may be inversely proportional to a vertical acceleration and/or motion at a particular seat, which acceleration and/or motion be dependent on any one or more out of the suspension parameters above.
  • the prediction of the air consumption may comprise a prediction of any one or more out of: an air consumption rate, a total air consumption over a time period, and/or a total air consumption over a distance to travel with the vehicle 10.
  • the prediction may for example consider the road profile of a road travelled by the vehicle 10 and how adjustments to the flow of air accumulate when the vehicle 10 travels on the road.
  • determining whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23, comprises using a trained machine learning model with the set of vehicle condition signals as input.
  • the trained machine learning model may for example comprise a Neural Network (NN) such as an Artificial NN (ANN) or a Recurrent NN (RNN)
  • NN Neural Network
  • ANN Artificial NN
  • RNN Recurrent NN
  • the trained machine learning model may be trained on real and/or simulated sensor data with the corresponding consumed pressurized air.
  • the trained machine learning model may be stored in the control unit 70 and/or at least partly in a remote server, e.g., as part of a cloud resource.
  • the trained machine learning model may for example be trained to determine an improved, e.g., optimal, use of pressurized air which may avoid scenarios of repeatedly pressurizing the air bag 24 slightly and then exhausting the air after a short time, e.g. shorter than a threshold.
  • the trained machine learning model is additionally trained by weighting the air consumption with a comfort level as defined above. In this way, it is possible to get an improved air consumption while also considering a comfort level of the vehicle 10.
  • the trained machine learning model may alternatively be trained to perform the above-mentioned prediction of the air consumption.
  • the trained machine learning model may be trained for the specific vehicle 10 making it improved, e.g., optimized, for the vehicle 10.
  • the trained machine learning model may be trained for a generic vehicle, e.g., based on a wide range of different vehicles.
  • the trained machine learning model may be trained to determine whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23 based on a certain location, e.g., a GPS coordinate.
  • training of the machine learning model may be performed without knowledge of the specific configuration of the vehicle 10.
  • Training the machine learning model may as an example comprise:
  • the trained machine learning model is a reinforcement machine learning model arranged to determine whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23 by predicting an air consumption for a time period when preventing and when not preventing the pressurized air to be fed from said source of pressurized air 23 to said air bag 24.
  • the trained machine learning model may use the predicted air consumption as an immediate reward or penalty to the reinforcement learning model. Additionally, the comfort level may be used as an immediate reward or penalty to the reinforcement learning model.
  • the action space in the reinforcement learning model may be whether or not to prevent supplying the air bag 24 with air from the source of pressurized air 23.
  • determining whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23 comprises a state estimation of at least one axle in the vehicle 10 different from the axle 28.
  • the at least one axle may have the same or a different type of suspension arrangement than the suspension arrangement of axle 28.
  • the state estimation may for example be performed using a Kalman filter.
  • a ride height difference may be estimated which may be used to determine whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23, e.g., when the difference is greater than a threshold.
  • determining that there is not a need to supply the air bag 24 with air from the source of pressurized air 23 may comprise determining that the pressurized air in the source of pressurized air 23 is consumed faster than a threshold, e.g., faster than a predefined rate.
  • the method comprises, in response to determining that there is not a need to supply the air bag 24 with air from the source of pressurized air 23, e.g., as in action 404, preventing pressurized air to be fed from said source of pressurized air 23 to said air bag 24.
  • a flow from the source of pressurized air to the air bag 24 is controlled by a pneumatic flow control valve 22.
  • the pneumatic flow control valve 22 may comprise the pilot port 30 which when pressurized is arranged to block a flow from the source of pressurized air 23 to the air bag 24. Preventing the pressurized air to be fed from said source of pressurized air 23 to said air bag 24 may in these embodiments comprise pressurizing the pilot port 30. In a corresponding manner, pressurizing the pilot port 30 may also block the exhaust port 25 such that no air is exhausted from the pneumatic suspension arrangement 20.
  • the pneumatic suspension arrangement 20 comprises the solenoid control valve 31 attached with the source of pressurized air 23 and the pilot port 30.
  • preventing the pressurized air to be fed from said source of pressurized air 23 to said air bag 24 comprises controlling the solenoid control valve 31 to pressurize the pilot port 30.
  • preventing the pressurized air to be fed from said source of pressurized air 23 to said air bag 24 is performed when the predicted air consumption, e.g., as in action 404 above, exceeds a threshold. In some of these embodiments preventing the pressurized air to be fed from said source of pressurized air 23 to said air bag 24 is further performed based on a comfort condition, e.g., by comparing the predicted comfort level of action 404 above. For example, to prevent the pressurized air to be fed from said source of pressurized air 23 to said air bag 24, the comfort level may need to be above a threshold.
  • the predicted air consumption is weighted with the predicted comfort level preventing the pressurized air to be fed from said source of pressurized air 23 to said air bag 24 is performed when the weighted air consumption exceeds a threshold. In this way, a comfort level may be kept while reducing air consumption.
  • Embodiments herein may be based at least partly on one or more logic-based models.
  • the use of the one or more logic-based models may for example be characterized by the use of the one or more logic gates as discussed in action 404.
  • the set of vehicle condition signals may comprise a current and/or a rate of change in any one or more out the following vehicle conditions: brake pedal position, throttle pedal position, steering wheel angle. These vehicle conditions may be input by a driver of the vehicle 10.
  • the set of vehicle condition signals may be compared with respective threshold values, e.g., as in any of actions 403-404, and/or compared with a predefined bandlimit in combination of logical operators to provide a final output for whether or not to limit pressurized air from the source of pressurized air 23, e.g., as in action 404-405 above.
  • Comparing with the predefined bandlimit may comprise checking whether or not the set of vehicle condition signals are within a predefined allowable range, e.g., when transformed using a Fourier transformation.
  • the set of vehicle condition signals may also comprise vehicle conditions not directly input by a driver, e.g., reactive forces on the vehicle 10, e.g., which may be initiated or based on driver input, such as a roll, pitch, and/or yaw rate of the vehicle 10.
  • the one or more logical gates may then be used to determine whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23, e.g., as in action 404, by passing the set of vehicle condition signals through the one or more logical gates.
  • the one or more logical gates may generate a signal which may be used to prevent the pressurized air to be fed from said source of pressurized air 23 to said air bag 24, e.g., as in action 405.
  • the generated signal may for example be used to activate the solenoid control valve 31.
  • the one or more logical gates may be electronic/digital circuits which compare respective values of the set of vehicle condition signals with respective threshold values and logical operators, such as any one or more out of larger than, greater than, equals to, or a combination thereof.
  • the one or more logical gates may determine that there is not a need to supply the air bag 24 with air from the source of pressurized air 23, e.g., when an acceleration of the vehicle 10 is below an acceleration threshold and a yaw rate of the vehicle 10 is below a yaw rate threshold.
  • any one or more vehicle condition signals in the set of vehicle condition signals e.g., all of the set of vehicle condition signals, may at least need to be above i.e., greater than, a respective predetermined threshold.
  • Embodiments herein may be based at least partly on one or more physics-based models.
  • the use of the one or more physics--based models may for example be characterized by the use of the predetermined vehicle dynamics model as discussed in action 404.
  • the predetermined vehicle dynamics model may for example comprise of a 4 Degree of Freedom (DoF) model, a 3 DoF model, or an 8+ DoF model.
  • the 4 DoF model comprises a pitch of the vehicle 10, angle or angular rate, a vertical motion of a sprung mass, e.g., in the suspension arrangement 20, a vertical motion of a front axle of the vehicle 10, and a vertical motion of one or more rear axles of the vehicle 10, e.g., combined as one vertical motion.
  • the 3 DoF model comprises a roll e.g. of the vehicle 10, angle or angular rate, a vertical motion of the left wheels of the vehicle 10, and a vertical movement of the right wheels of the vehicle 10.
  • the 8+ DoF model comprises a pitch of the vehicle 10 e.g., angle or angular rate, a roll of the vehicle 10 e.g., angle or angular rate, a yaw of the vehicle 10 e.g., angle or angular rate, a vertical motion of the sprung mass, e.g., in the suspension arrangement 20, a pitch of the vehicle 10, a pitch of the vehicle 10, a vertical motion for each respective wheel in the vehicle 10.
  • a 15+ DoF model may also be possible which further may comprise any of the above mentioned DoF models and a vertical motion of each respective seat in the vehicle 10 and/or a respective motion, e.g., vertical and/or longitudinal and/or lateral, for each respective tire in the vehicle 10.
  • DoF models may be deployed and embedded inside the control unit 70 and may be used to accurately model the vehicle 10 and be used to predict the air consumption, e.g., as part of any suitable embodiments herein.
  • the above-mentioned DoF models may further be used to estimate the comfort level of embodiments herein, e.g., as different vertical motions of the seats in the vehicle may be derived and/or extrapolated from the respective DoF models.
  • the predetermined vehicle dynamics model may comprise vehicle specific parameters for the vehicle 10, e.g., any one or more out of wheelbase, CoG, and vehicle load etc. These vehicle specific parameters may be set manually and/or during production of the vehicle 10. The vehicle specific parameters may be needed to satisfy the predetermined vehicle dynamics model to provide accurate outputs.
  • the predetermined vehicle dynamics model may receive real-time inputs from the set of sensors of the vehicle 10 and/or driver inputs, e.g., by obtaining the above-mentioned set of vehicle condition signals. The real-time inputs may be used to estimate any one or more out of: a roll, a pitch, a yaw, a bounce and/or a vertical motion of each wheel ends of the vehicle 10 and/or the parameters of the DoF models above.
  • the estimations may further comprise predicting an air consumption of the pneumatic suspension arrangement 20, e.g. as in action 404 and/or based on an obtained pressure modulation in the pneumatic flow control valve 22.
  • the estimation may further comprise predicting a comfort level of user in the vehicle 10, e.g. as in action 404 and/or by using obtaining an acceleration level at the seat of the vehicle 10.
  • Using the predetermined vehicle dynamics model may thus comprise a weighted method for when to prevent pressurized air to be fed from said source of pressurized air 23 to said air bag 24.
  • a predicted air consumption value may be weighted with the predicted comfort level, and it may be determined that there is not a need to supply the air bag 24 with air from the source of pressurized air 23, e.g., as in action 404, when the weighted predicted air consumption value is above a threshold.
  • a weight of the comfort level e.g., a coefficient
  • the predetermined vehicle dynamics model may be able to determine that the set of vehicle condition signals indicates a predetermined vehicle behaviour associated with an elevated air consumption and therefore there is not a need to supply the air bag 24 with air from the source of pressurized air 23. This may be performed by mapping the set of vehicle condition signals may be mapped to predefined vehicle behaviors with respect to air consumption and/or comfort level.
  • Embodiments herein may be based at least partly on the trained machine learning model, e.g., as discussed in action 404.
  • the trained machine learning model may comprise at least one regression learner and/or at least one decision tree.
  • the trained machine learning model comprises one or more NNs.
  • the set of vehicle condition signals may be fed into the trained machine learning model, and the trained machine learning model may determine whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23.
  • the output of the trained machine learning model may be an output signal which can be used to prevent the pressurized air to be fed from said source of pressurized air 23 to said air bag 24.
  • the output signal may be used to control the solenoid control valve 31.
  • the trained machine learning model may be trained as discussed in action 404 and/or based on sensor input and/or vehicle conditions, air consumption of one or more training vehicles, and whether or not the pressurized air to be fed from said source of pressurized air 23 to said air bag 24 was prevented or not by the respective training vehicle, e.g., for different inputs.
  • the one or more training vehicles may or may not comprise the vehicle 10.
  • As the trained machine learning model is trained based on an air cons
  • a feature that may be useful to include when training the machine learning model and/or as part of the set of vehicle condition signals when using the trained machine learning model are locations of where the corresponding sensor data and/or vehicle condition signals are obtained, i.e. for training the trained machine learning model, and the location of the vehicle 10 when using the machine learning model to determine whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23.
  • the trained machine learning model may be trained to achieve a lowest air consumption.
  • the trained machine learning model also considers a comfort level.
  • the machine learning model may additionally be trained with a comfort level by using values from an accelerometer at a seat of the one or more training vehicles as a ground truth.
  • a high low comfort level is indicated by high vibrations in a seat, e.g., greater than a threshold, e.g., as measured by the accelerometer.
  • a high comfort level may be indicated by low vibrations from a seat, e.g., lower than a threshold, e.g., as measured by the accelerometer.
  • the trained machine learning model may be trained for lower air consumption and with consideration for improved comfort level.
  • a split criterion to use may be a Gini diversity index.
  • the machine learning model may use any suitable method for validation.
  • Embodiments herein may be performed by the trained machine learning model comprising one or more NNs.
  • the NNs may be deep or shallow, e.g., depending on an amount of training data and/or number of condition signals in the set of vehicle condition signals.
  • a number of hidden layers and/or neurons may be selected based on a training time and a desired accuracy.
  • the training of the one or more NNs may be according to any one or more out of the following training methodologies:
  • the NN 500 comprises an input layer 501, e.g., wherein at least two vehicle condition signals out of the set of condition signals may be fed as input.
  • the NN 500 comprises a set of hidden layers 502. In this example, two hidden layers are part of the hidden layers 502 in NN 500, however, any suitable number of hidden layers may be considered.
  • the NN 500 comprises an output layer 503, e.g., for the output signal. In this example, only one output is considered, e.g., for the signal of whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23. However, other output signals may also be present, such as a predicted comfort level and/or predicted air consumption level depending on whether to prevent the pressurized air to be fed from said source of pressurized air 23 to said air bag 24.
  • the trained machine learning model may in some embodiments comprise an RNN which may be optimized and trained based on a user input and/or a configuration.
  • the user input and/or the configuration may be an option of increasing comfort and/or reducing air consumption and/or a weighted combination of both.
  • An example RNN 600 is illustrated in Fig. 6 .
  • the RNN 600 comprises an input layer 601, e.g., wherein at least two vehicle condition signals out of the set of condition signals may be fed as input.
  • the RNN 600 comprises a set of hidden layers 602 e.g., similar to example NN 500.
  • the RNN 500 comprises an output layer 603, e.g., for an output signal, e.g., similar to example NN 500.
  • the RNN 600 may comprise a feedback signal 604, which feedback signal 604 comprises information of what shall be optimized for. For example, if air consumption is selected, a feedback of air consumed based be fed back and used to continuously train the trained machine learning model for improved air consumption. As air consumption is improved, i.e. reduced, it follows that fuel and/or energy consumption is also reduced as less fuel and/or energy is needed to generate the pressurized air through an air-compressor.
  • the trained machine learning model may end up blocking the port always since no air will be consumed and therefore best for air consumption, but that would make the ride very uncomfortable and estimated acceleration may be very high. So, a system which at least partly weights towards comfort may be able to find a good balance between comfort and air consumption.
  • the trained machine learning model may in some embodiments comprise a reinforcement machine learning model also referred to as a Reinforcement Learning (RL) model.
  • the RL model is continuously trained and optimized while the vehicle 10 is operating.
  • the RL may use a reward and/or penalty when taking a good or bad decision, e.g., which may be evaluated during runtime, which is the basis of training the learning model.
  • Some pretraining of the RL model may also be possible, e.g., using any suitable training method above.
  • the RL model 700 comprises an NN 701, e.g., any suitable NN such as NN 500 or RNN 600.
  • a decision 702 is made, e.g., whether or not to prevent the pressurized air to be fed from said source of pressurized air 23 to said air bag 24.
  • the effect of the decision 702 is monitored and evaluated.
  • a feedback signal 703 is sent back to the NN 701.
  • the feedback signal is based on the monitoring and evaluation of the decision 702.
  • the evaluation of the decision 702 may for example comprise an evaluation of whether or not the decision led to an increase or decrease in air consumption and/or comfort level.
  • the evaluation of the decision 702 may comprise both an immediate evaluation, i.e. is the decision 702 immediately improving the air consumption and/or comfort level of the vehicle 10, as well as a long-term evaluation, i.e. did the air consumption and/or comfort level of the vehicle 10 increase and/or decrease over a set period of time, e.g. a minute, after the decision 702.
  • the feedback signal may comprise a reward and/or a penalty. For example, a penalty may be used when air consumption is increased over the set period of time. A reward may be used when the air consumption is decreased over the set period of time. Additionally or alternatively, a penalty may be used when a comfort level is reduced over the set period of time, and a reward may be used when the comfort level is increased over the set period of time.
  • the air consumption may be weighted based on the comfort level.
  • a penalty may trigger a reduction of one or more weights in a path of the NN 701 leading to the decision 702.
  • a reward may trigger an increase of one or more weights in the path of the NN 701 leading to the decision 702.
  • control unit 70 may be configured to control a flow from the source of pressurized air 23 to the air bag 24 of the pneumatic suspension arrangement 20 in the vehicle 10.
  • the control unit 70 may be configured to perform any one or more of the above actions 401-405, and/or any of the other examples or embodiments herein.
  • the control unit 70 may for example comprise an arrangement depicted in Figs. 8a and 8b .
  • the control unit 70 may comprise an input and output interface 800 configured to communicate with any necessary components and/or entities of embodiments herein.
  • the input and output interface 800 may comprise a wireless and/or wired receiver (not shown) and a wireless and/or wired transmitter (not shown).
  • the control unit 70 may be arranged in any suitable location of the vehicle 10, e.g., as part of the pneumatic suspension arrangement 20.
  • the control unit 70 may use the input and output interface 800 to control and communicate with sensors, actuators, suspension arrangements, subsystems, and interfaces in the vehicle 10, e.g., by using any one or more out of: CAN, ethernet cables, Wi-Fi, Bluetooth, and/or other network interfaces.
  • the control unit 70 may be configured to, e.g. by means of an obtaining unit 801 comprised in the control unit 70, obtain a set of vehicle condition signals comprising at least two vehicle condition signals, each vehicle condition signal being indicative of an individual current condition associated with the vehicle 10.
  • the control unit 70 may be configured to, e.g. by means of a determining unit 802 comprised in the control unit 70, on the basis of said set of vehicle condition signals, determine whether or not there is a need to supply the air bag 24 with air from the source of pressurized air 23.
  • the control unit 70 may be configured to, e.g. by means of a preventing unit 803 comprised in the control unit 70, in response to determining that there is not a need to supply the air bag 24 with air from the source of pressurized air 23, prevent pressurized air to be fed from said source of pressurized air 23 to said air bag 24.
  • the control unit 70 may be configured to, e.g. by means of a combining unit 804 comprised in the control unit 70, combine at least two vehicle condition signals in said set of vehicle condition signals to a joint condition signal.
  • the control unit 70 may be configured to compare, e.g. by means of a comparing unit 805 comprised in the control unit 70, said joint condition signal to a joint condition threshold value to determine, e.g. by means of the determining unit 802 comprised in the control unit 70, whether or not there is a need supply the air bag 24 with air from the source of pressurized air 23.
  • the control unit 70 may be configured to the following for each vehicle condition signal of at least two vehicle condition signals in said set of vehicle condition signals: compare said vehicle condition signal to an individual condition signal threshold value e.g. by means of the comparing unit 805 comprised in the control unit 70, and on the basis of the comparisons, determine, e.g. by means of the determining unit 802 comprised in the control unit 70, whether or not there is a need supply the air bag 24 with air from the source of pressurized air 23.
  • the embodiments herein may be implemented through a processor or one or more processors, such as the processor 860 of a processing circuitry in the control unit 70 depicted in Fig. 8a , together with computer program code for performing the functions and actions of the embodiments herein.
  • the program code mentioned above may also be provided as a computer program medium, for instance in the form of a data computer readable medium carrying computer program code for performing the embodiments herein when being loaded into the control unit 70.
  • One such computer readable medium may be in the form of a memory stick.
  • the computer program code may furthermore be provided as pure program code on a server and downloaded to the control unit 70.
  • the control unit 70 may further comprise a memory 870 comprising one or more memory units.
  • the memory 870 comprises instructions executable by the processor in control unit 70.
  • the memory 870 is arranged to be used to store e.g. information, indications, data, configurations, sensor data, vehicle conditions, positioning information, scanned surroundings of the vehicle 10, road profile of a road to be travelled by the vehicle 10, and applications to perform the methods herein when being executed in the control unit 70.
  • a computer program 880 comprises instructions, which when executed by the at least one processor of the control unit 70 of the claimed vehicle 10 causes the control unit 70 to perform the claimed method, e.g. the actions 401-405 above.
  • a computer-readable storage medium 890 comprises the respective computer program 880.
  • the computer-readable storage medium 890 may comprise program code for performing the steps of any one of actions 401-405 above when said program product is run on a computer, e.g. the at least one processor 860.
  • control unit 70 may refer to a combination of analogue and digital circuits, and/or one or more processors configured with software and/or firmware, e.g. stored in the control unit 70, that when executed by the respective one or more processors such as the processors described above.
  • processors such as the processors described above.
  • One or more of these processors, as well as the other digital hardware, may be included in a single Application-Specific Integrated Circuitry (ASIC), or several processors and various digital hardware may be distributed among several separate components, whether individually packaged or assembled into a system-on-a-chip (SoC).
  • the control unit 70 may comprise any suitable specialized circuits, e.g., for the one or more logic gates and/or the one or more NNs.

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Claims (11)

  1. Verfahren zum Steuern eines Flusses von einer Druckluftquelle (23) zu einem Airbag (24) einer pneumatischen Federungsanordnung (20) in einem Fahrzeug (10), wobei ein Fluss von der Druckluftquelle zu dem Airbag (24) durch ein pneumatisches Flusssteuerventil (22) gesteuert wird, wobei das pneumatische Flusssteuerventil (22) einen Pilotanschluss (30) umfasst, der, wenn er unter Druck steht, angeordnet ist, um einen Fluss von der Druckluftquelle (23) zu dem Airbag (24) zu blockieren, das Verfahren umfassend,
    Erhalten (401) eines Satzes von Fahrzeugzustandssignalen, umfassend mindestens zwei Fahrzeugzustandssignale, wobei jedes Fahrzeugzustandssignal einen individuellen aktuellen Zustand anzeigt, der dem Fahrzeug (10) zugeordnet ist,
    auf der Basis des Satzes der Fahrzeugzustandssignale, Bestimmen (404), ob eine Notwendigkeit besteht, den Airbag (24) mit Luft aus der Druckluftquelle (23) zu versorgen oder nicht,
    als Reaktion auf das Bestimmen (404), dass keine Notwendigkeit besteht, den Airbag (24) mit Luft aus der Druckluftquelle (23) zu versorgen, Verhindern (405) der Zufuhr von Druckluft aus der Druckluftquelle (23) zu dem Airbag (24), wobei das Verhindern (405) der Zufuhr von Druckluft aus der Druckluftquelle (23) zu dem Airbag (24) ein Unterdrucksetzen des Pilotanschlusses (30) umfasst.
  2. Verfahren nach Anspruch 1, wobei das Verfahren ein Kombinieren (402) von mindestens zwei Fahrzeugzustandssignalen in dem Satz von Fahrzeugzustandssignalen zu einem gemeinsamen Zustandssignal und ein Vergleichen des gemeinsamen Zustandssignals mit einem gemeinsamen Zustandsschwellenwert umfasst, um zu bestimmen (404), ob eine Notwendigkeit besteht, den Airbag (24) mit Luft aus der Druckluftquelle (23) zu versorgen oder nicht.
  3. Verfahren nach einem der Ansprüche 1 bis 2, wobei das Verfahren für jedes Fahrzeugzustandssignal von mindestens zwei Fahrzeugzustandssignalen in dem Satz von Fahrzeugzustandssignalen das Folgende umfasst:
    Vergleichen (403) des Fahrzeugzustandssignals mit einem individuellen Zustandssignalschwellenwert und
    auf der Basis der Vergleiche, Bestimmen (404), ob eine Notwendigkeit besteht, den Airbag (24) mit Luft aus der Druckluftquelle (23) zu versorgen oder nicht.
  4. Verfahren nach Anspruch 1 bis 3, wobei die pneumatische Federungsanordnung (20) ein Magnetventil (31) umfasst, das an der Druckluftquelle (23) und dem Pilotanschluss (30) befestigt ist, und wobei das Verhindern (405) der Zufuhr von Druckluft von der Druckluftquelle (23) zu dem Airbag (24) das Steuern des Magnetsteuerventils (31) umfasst, um den Pilotanschluss (30) unter Druck zu setzen.
  5. Verfahren nach einem der Ansprüche 1 bis 4, wobei das Bestimmen (404), ob eine Notwendigkeit besteht, den Airbag (24) mit Luft aus der Druckluftquelle (23) zu versorgen oder nicht, die Verwendung eines zuvor bestimmten Fahrzeugdynamikmodells umfasst, um einen Luftverbrauch basierend auf dem Satz von Fahrzeugzustandssignalen vorherzusagen, und wobei das Verhindern (405) der Zufuhr von Druckluft aus der Druckluftquelle (23) zu dem Airbag (24) durchgeführt wird, wenn der vorhergesagte Luftverbrauch einen Schwellenwert überschreitet.
  6. Verfahren nach einem der Ansprüche 1 bis 5, wobei das Bestimmen (404), ob eine Notwendigkeit besteht, den Airbag (24) mit Luft aus der Druckluftquelle (23) zu versorgen oder nicht, die Verwendung eines trainierten Maschinenlernmodells mit dem Satz von Fahrzeugzustandssignalen als Eingabe umfasst.
  7. Verfahren nach Anspruch 6, wobei das trainierte Maschinenlernmodell ein verstärkendes Maschinenlernmodell ist, das angeordnet ist, um zu bestimmen (404), ob eine Notwendigkeit besteht, den Airbag (24) mit Luft aus der Druckluftquelle (23) zu versorgen oder nicht, durch das Vorhersagen eines Luftverbrauchs für einen Zeitraum, in dem die Zufuhr von Druckluft aus der Druckluftquelle (23) zu dem Airbag (24) verhindert wird und in dem es nicht verhindert wird.
  8. Verfahren nach einem der Ansprüche 1 bis 7, wobei der Satz von Fahrzeugzustandssignalen ein beliebiges oder mehrere umfasst von:
    einem Fahrzeugzustandssignal, das eine Bremspedalstellung des Fahrzeugs (10) anzeigt,
    einem Fahrzeugzustandssignal, das einen Bremsdruck mindestens einer Bremse des Fahrzeugs (10) anzeigt,
    einem Fahrzeugzustandssignal, das eine Drosselklappe eines Motors des Fahrzeugs (10) anzeigt,
    einem Fahrzeugzustandssignal, das eine Geschwindigkeit und/oder eine Drehzahl des Fahrzeugs (10) anzeigt,
    einem Fahrzeugzustandssignal, das einen Gang und/oder einen Gangwechsel des Fahrzeugs (10) anzeigt,
    einem Fahrzeugzustandssignal, das ein Rollen und/oder eine Rollrate des Fahrzeugs (10) anzeigt,
    einem Fahrzeugzustandssignal, das eine Neigung und/oder eine Neigungsrate des Fahrzeugs (10) anzeigt,
    einem Fahrzeugzustandssignal, das ein Gieren und/oder eine Gierrate des Fahrzeugs (10) anzeigt,
    einem Fahrzeugzustandssignal, das eine Lenkeingabe des Fahrzeugs (10) anzeigt,
    einem Fahrzeugzustandssignal, das eine Beladung und/oder ein Gewicht des Fahrzeugs (10) anzeigt,
    einem Fahrzeugzustandssignal, das eine Position des Fahrzeugs (10) anzeigt, und
    einem Fahrzeugzustandssignal, das ein Straßenprofil einer durch das Fahrzeug (10) befahrenen Straße anzeigt.
  9. Fahrzeug (10), umfassend eine pneumatische Federungsanordnung (20), wobei die pneumatische Federungsanordnung (20) eine Druckluftquelle (23) umfasst, die angeordnet ist, um einen Airbag (24) mit Druckluft zu versorgen, und wobei die pneumatische Federungsanordnung (20) ein pneumatisches Flusssteuerventil (22) umfasst, das angeordnet ist, um einen Fluss von der Druckluftquelle zu dem Airbag (24) zu steuern, und wobei das pneumatische Flusssteuerventil (22) einen Pilotanschluss (30) umfasst, der, wenn er unter Druck steht, angeordnet ist, um einen Fluss von der Druckluftquelle zu dem Airbag (24) zu blockieren, und wobei die pneumatische Federungsanordnung (20) eine Steuereinheit umfasst, die konfiguriert ist, um das Verfahren nach einem der Ansprüche 1 bis 8 durchzuführen.
  10. Computerprogramm (880), das Anweisungen umfasst, die, wenn sie durch mindestens einen Prozessor der Steuereinheit (70) des Fahrzeugs (10) nach Anspruch 9 ausgeführt werden, die Steuereinheit (70) veranlassen, das Verfahren nach einem der Ansprüche 1 bis 8 durchzuführen.
  11. Computerlesbares Medium (890), umfassend ein Computerprogramm (880) nach Anspruch 10.
EP22194356.6A 2022-09-07 2022-09-07 Verfahren zur steuerung eines stroms aus einer druckluftquelle Active EP4335670B1 (de)

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US18/240,023 US12447790B2 (en) 2022-09-07 2023-08-30 Method for controlling a flow from a source of pressurized air

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JP4093076B2 (ja) * 2003-02-19 2008-05-28 富士重工業株式会社 車両運動モデルの生成装置および車両運動モデルの生成方法
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